Gondola car.



PATENTED MAY 12, 1902.

No. r127,622'.y

J. M. HANSEN.

GONDOLA GAR.

APPLICATION FILED AUG. 11,1902.

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NO MODEL,`

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GoNDoLA GAR APPLIGATION FILED AUG. 11, 1902.

N0 MODEL.

5 SHEETS-SHEET 2.

No. 727,622. A PATENTED MAY 12,1903.

J. M. HANSEN.

GONDOLA GAR. n APPLIOATION FILED AUG. l1, 1902.

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' PATENTBD MAY 12, 1903.

JZ'M. HANSEN.

GONDOLA CAR. APPLIoATloN FILED AUG. 11, 1902.

5 SHEETS-SHEET 4.

N0 MODEL.

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J. M. HANSEN.

GONDOLA GAR. APPLICATION rI'LnD AUG. 11, 1902. No Mpnm.. sums-SHEET' 5.

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UNTTED STATES Patented May 12, 1903.

PATENT QFFICE.

" 'JoHNivL HANSEN, on PITTSBURG, PENNSYLVANIA.

SPECIFICATION 'forming part of Letters Patent No. 727,622, dated May 12, 1,903.` 'f

' pplicatcn tiled lAuzgtl'st IILIQOZ. Serial No,`ll9,244. (No model.) l

To a/ZZ whomitr-may con/cern;

Be it known that I, JOHN M. `HANsEtL-a resident of Pittsburg, in the county of Alleghenyl and State of Pennsylvania, have invented a new and useful Improvement in Gondola Cars; and I do hereby declare the following to be a full, clear, and exact description thereof.

My invention relates to railway-cars, and

more especially to gondola cars having a metal underframe and wooden floor and sides.

Theobject of the, invention is toimprove cars of this descriptiondn the details-hereniaf ter described andclaimed.

In the accompanyin-gdrawings, Figure l is a side view, otone half oli. the car. a longitudinal section of the other half of the car, said section ,beingtaken partly on the, longitudinal center-of, the car and partly o'na plane between the"v center ,and.side,sills.. Fig. 3 is a plan view of the underfralming of one half ofthe car. Fig. 4 is an end viewot the car. Fig. 5'is a transverse section, the left-hand portiombeing taken on the line 5 5, Fig. 3, and theright-handportion ontheline; 5a 5a, Fig. 3. Fig. 6 is a longitudinal vertical section, on an enlarged scale, through oneH of the hoppers. Fig. 7 is a `transverse section through the same.` 'Fig`.;8l is a plan view of a portion of one of the -hoppers on an enlargedscale. Fig. 9 is a detail View of the brakeshaft support. FigrlO isadetail side view of the anchor for the safety-chain eyebolt, and Fig. 1l is a plan view of the same.

The underframe comprises longitudinal` sills, end sills, draft-sills, body-holsters, diaphragms, and suitable connecting means therefor. The longitudinal sills are channelshaped sections of the built-up-girder type. There are four longitudinal sills-two center .sills l and two side sills 2,`-.eaCh comprising a top angle-bar 3, a bottom angle-bare, and

a connecting web-plate 5, the latter being of varying depth, greatest at its center section" and tapering thence toward the bod y-bolsters. The two center sills are also provided at their lower edges with Yangle-bars 6, located on the side opposite theangle-bars 4. The bodybolsters' comprise web portions 8, of general channel form, onelocatedon either side of the vcenter sills and extending thence outwardly to the side sills. Two such channel shapes are placed back to back and are suit- Fig. 2 isf and extend uninterruptedlytheone above and the other below the center sills;- The channel-shaped web members 8 are'of the same depth as the longitudinal sills and`preferably are deeper at their inner ends than at their outer ends, the centervsills at the bodybolsters being shown as of greater depth than the sideA sills. Between thecenter sills in line with the" web portions 8is the center Ibrace, v1l, formed, preferably," iof a casting, suitably secured to the center wsills and provided With a boss 12,' which-has a vertical openingfforU receiving the king-pin. Side bearingsfl areriveted-to thejlower coverplate l0, andthe center plate will also be riveted to said cover-plate.

, The end sills l5 are of generalchannel shape in cross-section and of varying depth, being deepest at-the center of the car and tapering thence to the sides thereof. Their outer ends are preferably closed or boxedin and receive the ends of the sidesills 2, to which they are suitably riveted, the corners being reinforced by means of the push-pole pockets 16 and corner connecting or vgusset plates 17. To the latter are riveted the outer ends of diagonal angle-braces 18, the inner endsof- ,which are riveted to gusset or connecting plates 419, suitably secured to the'center sills and body-bolster. The center sills project somewhat beyond thebody-bolster, and the draft-sills 20 'are secured to saidprojecting ends and have their outer ends fitting in the channel end sill and suitably securedthereto by means of angle-pieces 21.- These draft-sills are of channel-shaped crosssection,ot less depth than the center sills, and each hasits upper iiange cut awaygat the `inner endfsothat the web can overlap the end ot a center` sill and be riveted thereto. Suitable draft-lugs, coupler-horn IOO their upper faces located somewhat below the level of the longitudinal sills and form supports for the wooden oor-stringers 2G. The wooden floor 27 rests directly upon these wooden iioor-stringers', the top cover-plate of the body-bolster, and a top cover-plate 2S, secured to the center sills.

The sides of the car 29 are formed of planks and are supported at intervals by suitable trough-shaped stakes 30 and angle-bar stakes 3l. The ends 32 oi the car are hinged, so

that they can drop. Near the center ot the car are four pockets or hoppers symmetrically disposed about the center of the car. The bottoms of these pockets are sealed by means of drop-doors 35, which when closed lie in a horizontal position. On the transverse sides of the pockets or openings next to the transverse centerline of the car are comparatively deep channel-shaped diaphragme 3G, which are secured to the center and side sills by means of the angle-pieces 37. To the bottom and top flanges of these diaphragms are attached bars 3S, which pass continuously one above and the other below the center sills. To these diaphragme are secured hinge-lugs 39, on which the doors 35 are hinged. On the transverse sides of the openingsmarallel to the' diaphragms 3G, are shallower Z-shaped daphragms 40, which form the opposite wall of the pocket. The lower flanges of these Z- shaped diaphragms project inwardly with reference to the pocket and form door-stops, While to the diaphragms 36 are riveted angle-bars 41, which form door-stops on that side. The walls of the pocket, which extend longitudinally of the car, are formed of angle-shaped members 12, having top flanges which project outwardly with respect to the pockets and rest on top of the longitudinal sills. These members are also provided with end fianges 43, which abut against the webs of the transverse diaphragms and are riveted thereto. To these members are riveted anglebars 41l,which serve as doorstops. The doors are raised and lowered and held in position by means of chains 45 passing over guidesheaves 4:6 and connected to a winding-shaft 47. This arrangement of hoppers or pockets above the doors in cars with wooden iloors is very desirable. Heretofore such pockets have had their walls composed of wooden members or of wooden and metal members, and frequently they have not been completely sealed when the cars were built, or it completely sealed originally the shrinkage of the timber members has caused openings to develop in time through which some of the lading could escape. My invention precludes the possiblity of such trouble.

The brake-shaft 50 has its lower end stepped in the support or step 5l, the latter being formed from a section of flanged bar, preferably an angle-bar, which is bent on a large curve, as shown in Fig. 9, with the two portions thereof at rightangles, the vertical member being riveted to the end sill and the horizontal member serving as the support or step for the brake-shaft. The projecting-flange ot the angle-bar is cut away, as at 52, and is entirely removed for a portion of the length of the bar, and the other iiange or web is then bent backward upon itseliQ-as at 53, to form a portion of double thickness, which serves as the support for the lower end of the brakeshaft.

At each end of the car I provide two safetychains, one on either side of the draw-bar. One of said chains is provided at its extremity with a link and the other with a hook, the arrangement being such that when two cars are coupled there is always a hook on one car opposite a link on the adjacent end of the next car. Each safety-chain is secured to the end sill by means of an eyebolt 55, which passes through the end sill and. through a suitable anchor 5G, secured on the inner face thereof. This anchor is of general angle shape and is preferably formed of a casting having a hub 57, through which the shank of the eyebolt passes. The anchor is provided with a vertical iiange 58, which is riveted to the end sill, and horizontal flanges 59, which are riveted to the horizontal flange of an angle-piece GO, the vertical flange of which is riveted to the end sill. This angle-piece G0 lies underneath the anchor and projects a considerable distance at both sides thereof and serves to distribute the stress on the eyebolt over a relatively large area on the end sill.

What I claim as my invention, and desire to secure by Letters Patent, is-

l. In a car, the combination with the underframing and lloor,ofapocketor hopperformed in said lloor,a drop-door for closing said pocket or hopper, the walls of said pocket or hopper being formed by suitable flanged transverse diaphragms secured to the longitudinal sills of the underframe, and suitable flanged side members interposed between said diaphragms and secured thereto, said members having top lianges resting on the longitudinal sills, the side members and diaphragme forming a metallic rectangular box above the door and below the level of the floor.

2. In a car, the combination with the underframing and floor, of' a suitable pocket or hopper in said floor, a transverse diaphragm of flanged shape forming one of the walls of said diaphragm, the upper flange of said diaphragm serving as a support for the floor and the lower flange serving as a door-stop, a diaphragm arranged parallel thereto, and two longitudinal angle-shaped side hopper-plates having their flanges resting on the longitudinal sills and provided at their ends with flanges which are riveted at the corners to the diaphragms, thus forming a rectangular metallic box.

3. In a ear, the combination with the underframe and floor, of a pocket or hopper in said iloor, a transverse Z-shaped diaphragm forming one of the walls of said pocket and hav- IOO IIO

ing its lower flange projecting inwardly and serving as a door-stop, a channel-shaped transverse diaphragm parallel thereto, two angle-shaped side hopper-plates lying between said transverse diaphragme and secured thereto and having their [langes resting on the longitudinal sills, angle-bars riveted to said plates and to the channel-shaped diaphragm and serving as door-stops, and a horizontal door hinged to one of said transverse diaphragms.

4. A brake-shaft support comprising a section of anged metal bent to form a substantially right-angled body with a flange extending along the Vertical member and beyond the bend, the vertical member of said support being adapted to be secured to the end sill and the horizontal member being provided with a bearing for the lower end of the brake-shaft.

5. A brake-shaft support consisting of a hanged piece of metal bent to form a substantially right-angled body, the projecting iange of the horizontal member being cut away at the end and the web bent back upon itself'to form a portion of double thickness, and a bearing for the brake-shaft formed in said thickened portion. Y

6. A safety-chain anchor for railway-cars comprising an angle-shaped bracket adapted for attachment to the inner face of the end sill and having an integral boss or hub provided With a hole to receive the shank of the safety-chain eyebolt.

7. In a railway-car, the combination with the end sill, of an angle-shaped metallic member secured to the inner face thereof with its horizontal ange projecting inwardly, a safety-chain anchor secured to said'angl'e member and provided with an integral boss or hub having a hole therethrough, and a safety-chain eyebolt projectingthrough the end sill and secured in said hub or boss.

In testimony whereof I, the said JOHN M. HANSEN, have hereunto set my hand.

JOHN M. HANSEN.

Witnesses:

WM. BIRRMAN, ROBERT C. TOTTEN. 

